Fuel mixture control



W. F. STANTON FUEL MIXTURE, CONTROL April 13, 1937.

5 Sheets--Sheecl 1 Filled April l5, '1936 bm. e Q

Il lllllnll/ INVENTOR MSW/75N ff .5 Tfr/vra fv.

oRNEY April 13, 1937.

w. F. s'rANToN FUEL MIXTURE CONTROL v Filed April 13, 1956 5 Sheets-Sheet 2 M n TH N NT R ECV o mf m m RY RB H April la, 1,937.

w. F. STANTON FUEL MIXTURE coNTRoL Filed April 13, 1936 5 Sheets-Sheet -3 prl 13, 1937.

l W. F. STANTON FUEL MIXTURE CONTROL Filed April 1:5, 193s 5 Sheets-Sheet 4 'III/011111,11

INVENTOR Mmm-1v E .5r/mrow, av

April 1?s 1937. w. F. STANTON FUEL MIXTURE CONTROL Filed April-13, 1936 5 Sheets-Sheet 5 oo wf INVENTOR. h//mwf/v 5 ffm/70M ATTORNEY.

Peienfed Apr. is, i937 PATENT orrica 2,076,679 FUEL minnie ooN'rRoL Warren F. Stanton', Pawtucket, R. I.

Application April 13,

l Claims.

Taking the case of an explosion or internai combustion eng-inepto exemplify the invention,

y the nature of the fuel mixture, gasoline and air;

thatis, the proportion of gas and air, should vary under the varying operating conditions of the engine, a rich mixture being required under certainl conditions and a lean or leaner under other operating conditions. The mixture, of course, should be just that which is most suitable to the engine conditions at the time, for the most eilicient and otherwise satisfactory use of fuel. There are, broadly, three operating conditions to which the mixture should be adapted, as to richness or leanness. They are (1) starting of 'a dead engine, (2) idling, and (3) running. And a r factor to be reckoned with in each of these tions is the engine temperature. v

The important object of my invention is to assure that fuel mixture which is best fitted for the requirements of each operating condition and varying the mixture from time to time in c orrespondence with the varied requirements, and another object is to accomplish this by means that causes-the mixture variation automatically by causing movement of the actuating parts from the mixture using instrumentality itself, that is to say the engine itself, if it is an internal combustion engine that is dealt with.

I will describe or explain my invention in relation to an internal combustion engine having a conventional carburetor.

The nature of the fuel mixture with a conventional carburetor is controlled by achoke valve, or means for cutting oil theiair supply to the carburetor. Cutting od air supply results in encondiriching the mixture and increasing air leans the siderable period of time, and Vsince the degree of wetness of the inlet manifold at a given instant, with its eect onthe running of the eng-ine at that time, determines the amount of fuel required, and temperature does not follow this wetness condition. As the ring conditions of the engine depend upon this degree of wetness, and

as the firing conditions affect the engine cylinderl pressure, exhaust manifold pressure, and inlet manifold pressure so that those pressures vary instantaneously with the condition of the mixture, I use these various pressures, either singly or 103s, serial Np. 74,081 (ci. 12s-119) in combination, as a primary means of conf trolling the mixture through choke and throttle valve, and use the mixture temperature or/and the water jacket temperature as a modifying or limiting means, as by use of a thermostat or temperature responsive device.

Another importa-nt feature of my invention is' the production of positive unchoke by throttle action. Flooring the accelerator pedal to Aoperi the throttle fully, completely unchokes the en- 10 gine, as does closing the throttle, so that the car drives the engine with its accompanying very high vacuum.

Another important feature of my invention is the use of a thermostat that is yielding for the first portion of its range of action and unyielding for the latter portion. This permits pressure and throttle control of the choke through -most of the thermostat temperature range and finally a lockout of the choke by the thermostat at high temperature.

I also provide for the thermostat to continue its expansion freely when hot, thus preventing such damage to it as would happen if its expanding movement should be positively stopped.

With my invention for mixture control, the primary consideration is the ring conditions of the vengine itself supplemented or modied by engine heat conditions, and by manual operation of the throttle.

Starting.-The mixture going through the intake manifold, when the engine is cranked is innitely lean. In order that the engine may start firing, a rich mixture should be instantly supplied and the throttle should be partially opened to produce sucient fuel supplyto the starting up engine. To assure a rich mixture, the carburetor must be choked, that is its air supply must be cut oi, or diminished. The degree of choking, -or diminution of air supply will depend on the engine temperature. A cold engine requires a. rich mixture and a warm or hot engine a leaner mixture, taking account of `the vaporizing eect on gasoline of its contact with the heated surfaces of the engine. Features of my invention are means for closing the chokevalve during starting and regulating the degree of closure according to engine conditions, and to hold the throttle partially openV to assure suiilcient fuel supply.

Idling coli-Immediately the engine starts firing'it should be supplied with a leaner mixture than that used in starting, as themixture required for starting is too rich. Since the engine l is cold, or has no high enough temperature that l low temperature cannot be utilized to operate 55 take manifold vacuum can be so utilized and a to unchoke as by opening -the speed drops,

AWith a cold engine, the throttle opening should be greater than with, a warm engine. It is av feature of my invention to utilize the vacuum to control thel degree of throttle opening and to so control it that more than normal idling speed is maintained with a\ cold engine, so that when with consequent reduction of vacuum, the throttle opens slight1yor enough to prevent engine stalling and thus maintains a non-stalling condition. I may say at this point engine stops.

that another feature of my invention concerns the automatic maintenance of a non-stalling condition during idling as pointed out more fully hereinafter.

Idling warm. and hot-During warming up, the mixture should be gradually leaned, and a feature of my invention is to accomplish that and automatically by cutting down the amount of choke, and closing the throttle slightly, the lat-1 ter being desirable because as the engine warms up, its speed with the same throttle opening will tend to increase. With a warm engine,`there is an increase inv thermal efficiency and decrease of internal friction that result in speed increase. I utilize the engine temperature, as by thermostatic means to limit the actuation of the air valve and throttle valve. I nd the most efl'icient temperature control to be one that utilizes the temperature of both the heated mixture and the heated water. The mixture heat rises rapidly as the engine warms up on starting and is, therefore, ideal to control the choke on starting and warming up. Such heat, however, decreases very rapidly when the` D But the water temperature and therefore the engine temperature continues high even after the engine stops. The advantage of using both, as I prefer, is ltherefore apparent. Control by mixture temperature alone while efcient at the start, is not efiicient when the engine stops, because of rapid `loss of mixture temperature. Control by the water, or engine temperature is not efficient at the starting of a cold engine, but is eflicient when the engine stops. The use of the two sources of heat or temperature enables the deficiency of one to be compensated by the other, However, sufllcient nicety of control for practical purposes, especially for the sake of simplicity of parts, may be had-'by using one, and preferably the mixture heat. but one thermostat is used, by allowing the thermostat to over-run after a certain temperature is reached, that with'. the lapse of-time for it to return to operative condition upon cooling, approximates the lag accomplished' by the use of two thermostats. Running cold.-A properly proportioned mixture must be maintained for running. Too lean mixture results in back-fire through the car-y buretor, audibly, or otherwise. 'Ihis reduces the manifold vacuum, and this is available to 'par- 'aovacvo ntalities to lean the mixture, but the in j tially choke the carburetor vto'enrich the mixture, as hereinbefore explained: mixture, the engine bucks",.and the instinctive With 1:00 rich a.

act of the driver is either to step on the acceleral tor to give more gas, or to release the accelerator. It is a feature of my invention to utilize each of these actions to unchoke the carburetor land therebylean the mixture and clear the en'- With acold engine, it is desirable the throttle should not be capable of complete opening. This is sov because, first, better atomization can be obtained because of increased turbulence and change in vapor pressure of the fuel, and, second, because of hurtful effects from running a cold engine at high speed. vA feature of my invention is to prevent full throttle opening when the engine is cold.

When, as in coasting, the car drives the engine, it is desirable to have a lean mixture.- I assure a properly lean mixture by using the intake manifold vacuum, as that can be advantageously done because that vacuum increases greatly when the car drives the engine, and that vacuum increase unchokes .the carburetor and leans the mixture.'

Running warmvand hot-In running with a warmed, or heated engine, be leaned in correspondence with the engine temperature, and with the engine highly heated there should be' no choke, and under this con- 'dition vit should be possible completely to open the throttle. I do this by causing temperature responsive devices to limit the degree of choke or unchoke as the engine warms up and to set nsvv the throttle Vcontrol so that the throttle may be fully opened. a

Norn-stallng.-Prevention of stalling is important at al1 times, but especially when the car has a free-wheeling equipment, or unit. I'hen the car does not drive the engine when coasting and with the engine idling, it may stop. If thishappens, it may be very-dangerous, as for examplewhen passing or crossing cars in trame, and starting of .the dead engine is necessary.` As by myinvention the` throttle opening is controlled by the intake manifold pressure, or vacuum, it follows that when the manifold pressure decreasesv from the slowing down of thev stopping engine, the throttle at once opens, and thev engine continues to run.y

Other features of my inventan-I also provide, to control the mixture in conjunction with the intake manifold vacuum, the use of either the engine pressure `or the exhaust4 manifold pressure. And where simpler installation is desirable, I use a hand control in place of autov` matically 'acting means which acts in conjunction with the intake manifold pressure. I also may control by-passing hot gases around the intake manifold to heat it. d

Inl connection with the heat responsive devices or thermostats,the amount of heat radiation may be regulated yso as to give a quick pick-upV from a cold start by minimum of radiation, Overheating is prevented and a retarding effect produced in the action of the as in that condition radiation is increased. And

too sudden cooling off of the thermostat is pre-v thermostat as it grows hot which will contain all or any n umbe described, but my manifold pressure and temperature, and exhaustv t 2,076,679 whatever is described by or is included within the terms or scope or legal meaning of the-appended claims. Because it makes for clarity of illustration, the annexed drawings will be found diagrammatic in many respects. In such drawings:l

Figure 1 is a side elevation with parts in section of an embodiment of my invention shownV Atrating an embodiment of my invention in which the automatic control is by the intake manifold pressure and temperature and cylinder pressure;

Figure 6 is a side view of a portion of what is shown in Figure 5;

Figure 'l is a similar view illustrating an em-v bodiment of my invention for control by intake manifold pressure;

Figure 8 is a detail View partly in'section and partly in elevation illustrating an embodiment of my invention in which control is effected by use of intake manifold pressure and by hand;

Figures 9 and 10 are, respectively, detail views of a. thermostat damper or ventilator;

.Figure-11 is a 'detauview showing an embodiment of my invention in which the connection between the choke and throttle includes a cam;

Figure 12 is a detail view showing a temperature-operated throttle'latch; y

Figure 13 is a more diagrammatic representa: tion of the'construction shown in Figure 1;

Figure 14 is a more diagrammatic drawing of the parts shown in Figure 4;

Figure 15 is la more diagrammatic illustration of the parts shown in Figure 3.

Figure 16 is a similar simplication of Figure 2.

Corresponding parts in the various gures are 'designated by the same reference numerals.

. I will now describe the embodiments of my in vention by reference to the drawings, referring when necessary to particular figures.

Carburetor 50 has an air inlet with a choke valve 5|, operated by lever 52, movement in the direction of the arrow opening the choke. This valve is normally held closed by springv 53, and is connected by rod 54, with lever 55, pivoted `freely on pin 56. Lever 55 has two jaws 51 and 58, with which coacts an arm 59, attached-to and rotated by thermostat 60. Thermostat 60 is screwed to intake manifold 6|, the position being selected for the best` representative condition Vof mixture temperature. The intake manifold 6| is provided with a heating jacket |16 preferably heated with exhaust gases. 'Heating of the thermostat lcauses it. to rotate pin |56, attached thereto and to rotate arm 59, in the direction indicated by the arrow. Also pivoted freely on pin 56, is lever 62, to one arm of which is connected diaphragm 63, by rod 66. Another'arm is connected to throttle lever 65, ofthrottle valve 66, by rod 61, Whichslides Ythrough pin 68, held in arm 6 2, and has fastened to it a collar 69,-so that rod 61 Vis free to slide throughv pin'68, in one dibolted to intakemanifold 6|.

rection, but not the other. When arm 62 rotates counterclockwisait operates lever 65, to'

open the throttle valve, but when it rotates clockwise, it doe's not operate throttle valve 66;.

-Throttle 6 6 is normally held closed by spring 10, and is manually opened by pedal 1|, operat- /ing rod 12, through the slip joint 13. ,Arm 62 has on it a stop lug 14, with which a linger 15, on lever 55v may coact. Diaphragm 63 is held in t a housing 16, and is normally held in the position shown by spring 11. `The interior of housing 16 is connected with the intake manifold by tube- 18, so that diaphragm 63 is subject to the pres-- sure in the intake manifold.

` Throttle lever 65 is also connected with/choke Y Y hereinafter explained.

Additional enrichment of the mixture may be caused when choke valve 5|'is closed, as shownY in Figures 2, 5 and 7, by an auxiliary by-pass valve 66, operated by a cam 8 1, attached to stud 86,' on which valve 5| is pivoted. The cam 81 acts on one end of rod 89, movement of which rocks levers 90 and 9| to lift valve 66.

I may also provide (see Fig. 2) a second ther-l mostat 92, attachedI to and heat responsive to temperature of the waterjacket 93, which by crank 94, rod 95, and lever 96 acts in conjunction with thermostat 60, upon lever 55, and choke and throttle valve.

It may be necessary to provide means for prej venting too great enrichment of thev mixture when starting. This (see Fig. l) I accomplish by providing-an auxiliary air inlet port |66, normally closed by spring" flap valve |6|, but which may be opened by the suction in the intake manifold upon the instant of starting, and thus slightly lean the mixture.

In Fig. 3 are dierent operative-'connections between thermostat 60, and choke andv throttle levers. Thermostat 60 has a pin 98, inra slot 99, on lever |06. 'I'his lever is connected by arm 10|, and rod |92, with diaphragm 63, and with lever 65 by rod |03, lwhich is slidable through pin |04, on lever 65, and is provided with a Vstop collar |05, so that movement in one direction of rod |03, operates lever 65, but movement in the other direction does not operate this lever.

and has an arm iillfwith which an adjustable stop screw |08 abuts that forms a fulcrum o r pivot for lever |00. ,1

As illustrated in Fig. 5, I may control the action of choke and throttle by inlet manifold pressure by diaphragm 63 and by engine pressure (preferably by a timed sample of said pressure) by diaphragm |09, which by pipe ||0, is operal Lever |06. is also connected with choke lever 52, by rod |06 tively connected directly with the cylinder, and

lever 52, and through cam 03 and rod 84, actuates throttle valve 66,-and by means of collar I1, and

spring |18, yieldably operates lever 52, in the other direction. On rod ||5 are stop collars H9 and |20, which coact with Referring to Fig. 7, it will be4 seen, .Ivprovme thermostat |2| v ton |42 or by an increase y the vacuum operated diaphragm 22 (not shown) means for operating arm 22, by the combination of intake manifold pressure, through diaphragm 22, and exhaust manifold pressure through diaphragm 22a, these diaphragms being, respectively, connected to lever |2|, pivoted at |22, by plungers ||4 and |22, respectively', and dia-I phragm 22a being connected with the exhaust manifold by tube |24. Lever |2| is connected to arm 22 by rod |22, lever |22, pivoted at |21 and rod |22.

Referring to Fig. 4, provision is made to control flow of exhaust gases arou nd the intake manifold by a butterfly valve |29, fastened to stud |22, which valve is operated by lever |2I.

This valve |29 is normally held closed by stop collar |22 on rod |22, connected with arm 22, and is opened by spring |24, when arm 22 moves in a clockwise direction. It may be prevented from being 'opened by thermostat |22, coacting with a series of notches |22, on lever |2 thermostat |22 being in position to prevent opening when the heater manifold |21 is cold and being yin a vclearposition, as shown, when manifold |21 is hot. By changing the relation of valve |29 and arm |2I, and reversing the action of thermostat |32I maintain an open manifold heater diaphragm position with an open throttle and vice versa. Similar results may be obtained by eliminating thermostat |22, and connecting rod |22, with lever 22, or arm |2| may be connected to both arm 22 and arm 2,2.

As shown in Fig. i2, a stop may be actuated .to prevent opening of throttle 22, when the engine is cold by a thermostat |22, bolted to intake manifold 2|. Pivoted arm |29 and rod |42,.controlled in their movement by thermostat |22, prevent opening of throttle 22while the engine is cold, but allow opening of throttle 22, when the engine is warm.

In Figure 8 is shown a'manual means to take the place of the thermostat shown in Figure 1. The corresponding parts are given similar numbers. In addition, there is a` dash control |42 which is connected through a wire |42 to the lever |4|. Springs |42y and |41 engaging the shoulders |44 and |42 mounted on the wire |42 permit a certain amount of flexibility in the assembly of the device. However,'the springs are sufllciently stiff so that the movement of lthe button |42 causes the left or right as the case may be. Whenthe engine is warm, the button |42 is pressed down, the lever |4| moves counter-clockwise on the pivot |20 and the arm 29 moves to the right and rotates the lever 22 in a clockwise-direction, the arm'29 engaging with a cam surface on the center portion 22 of the lever 22. A rod 244 is connected, asshown in Figure l, to a diaphragm 22, and is also connected to a lever 2'2 also mounted on the shaft-.22. This lever 22 carries -a stop 14 which engages fwith the stop 12 on the lever 22. It is thus seen that either by depressing the butin suctiony acting on thelever 22 is turned engaging .with the rod 24,

rod 24 descends.

in a clockwise direction and the This rod 24 is connected, as shown in Figure 1,

rod 24 opens the choke valve.

to the choke valve 2| so that the descent of the In Figures 9 and i0, I show, in detail, a ventilator or damper for thermostat is enclosed -in a'housing are perforated with holes |49. Attached tol pivot rod |20, to which thermostat 29 -is fastened,and which is 4rotated by the latter. are shut |2| fold pressure and a single ly choked and lever |4I to move to the,

f lowed, while 22. Opening'the throttle 29. '111e latter |42, theends of whichA transfer are thus afforded. When the thernio-v stat 22 is cold, holes |22 and |49 are out of juxtaposition, thus closing air and allowing the minimum of heat transfer.

Describing the operation of the devices shown, and nrst considering control by the inlet manithermostat operated by the mixture temperature, as illustrated in Fig.

1, with the engine stoppedand cold, thermostat and arm 29 is in the the intake manifold "is completely contracted, position shown, pressure in is atmospheric and spring 11,by rod 24, hol'ds arm 22, in vthe position shown; so that stop- 14 allows spring 22 to move lever 22, to the position illustrated,` and thus by rod 24, and lever 22, to close choke valvel 2|. In this position armv 22 also partially opens throttle 22, beyond the normal idling lposition by collar 29, rod 21 and lever 22,

housing |42, to the'outside.

against the tension of spring 12. which constantly tends to close the throttle, but which is less powerful than spring 11. Thus the engine is completethe throttle partially opened, providing the proper condition for starting. If the engine while stopped is warm or hot, thermostat 22 will have expanded, thus -moving arm 29 in counterclockwise direction, 22 preventing lever 22 from assuming fullchoke position, the vacuunr and throttle control of and by jaw choke being thereby modified by the temperature of the engine while stopped, or not running. f

' The .operatornow cranksthe engine. Immediately the engine ,starts firing a .vacuum is created in the intake manifold and this vacuum acting on diaphragm 22, moves arm 22, by rod 24, in clockwise 11. This change inthe position of stop 14, by finger 12. rotates lever 22, in clockwise direction land thus opens choke' 2|, against pressure of spring 22. Movement of arm 2 2, also allows spring direction against pressure of spring 12 to close throttle 22, to near normal idling position. With theengine cold and arm 29 in theV position shown, the exte nt of choke ataidiing speed depends. wholly on the vacuum. As the the degree of choke, finger 12, abutting against stop 14, or by jaw 22, abutting against arm 29. Thus the degreevof engine heats up,'and arm 29 thereby rotates coun- Y terclockwise, the position of arm 22, and therefore may be limited by either choke is controlled by either vacuum, or temperature, or both.` When* the engine is fully heated,

arm 29, abutting against jaw 22, holds choke 2|,

completely open. The face of Jaw 22 is of such a shape that when lever thefull unchoke position, it forms an arc concentric with the center of arm 29, so that further movement of the thermostat as it heats up is alarm 29 still holdslever 22 positively in a full unchoke position, Thus all the ideal :idling conditions are attained.

Assume the engine to be idling cold and the operator desires to run the engine. He controls speed in the usual manner by opening throttle 22, by pedal 1 spring 12a being stronger than spring-l 12, and rod 21, sliding through pin 98, permitting free' opening of the throttle with regardv to' arm tends to unchoke valve 2|, by rod 19, and spring-29,` but as spring 99, is weaker than spring 12, full effect is not attained until spring 22, is fully compressed, further movement of the throttle then tending to unchoke. This tendency to unchoke, however, is resisted by 22 vhas moved clockwise to l 2,076,679 `jaw 51, abutting against arm59, when theengine is cold, or cool. Thus full unchoke is prevented under these conditions, according to the degree of temperature of the engine, and also full throttle opening is prevented under like conditions. When the engine is hot, however, arm 59, has moved so the? jaw 51, cannot abut against it, and full unchoke and full throttle opening are permitted.

Should the mixture become too lean, the engine will backfire through the carburetor and increase the pressure against Adiaphragm 63. 'Ihis pressu're, acting in conjunction with spring V11, will move arm 62, counterclockwise, changing the pof sition of stop 14, and permittingfull choke by spring 53. If the mixture becomes too rich and the engine starts to buck the operator may unchoke by opening throttle 56, fully, in which case Y spring 80, will be fully compressed and rod 19,

will open choke valve 5|, or he may unchoke by closing the throttle completely. This'will immediately increase the intake manifold vacuum and by action on diaphragm 63, will rotate armv 62,

" clockwise, and stop 14`abutting finger 15, will Amove lever 55, clockwise and thus Stalling is prevented under any conditions. Assume the engine to be idling. Immediately that it starts to slowdown to near the stopping speed, This allows spring 11, to overcome diaphragm 63, and move arm 62, counterclockwise and thus, by pin 68 and collar 69, on rod B1, to positively move lever open choke 65 to open throttle |56.l Movement of arm 62 counterclockwise also movesstop 14 away from finger 15 and if the engine Iis cold, or cool, so that arm 59 does notlimit movement of lever 55, the engine is also partially choked. Thus stalling is prevented by throttle opening alone when the `en gine ishot, and by throttle opening and partial choking when engine is cold orv cool.

When theoar is driving the engine at a greater speed than that provided by the throttle opening, increased vacuum is Vcausedin the intake manifold.. Thisacting on diaphragm 03, moves arm 62 clockwise and by Stop 14, abutting against :linger 15,`positively rotates arm 55, to open the choke and lean the mixture.

As hereinbefore mentioned, the ideal method of-temperature control is by both mixture temperature and water temperature. To do this, I provide (see Fig. 2) thermostat 92, mounted on the water jacket 93, and thus responsive to the water temperature. This thermostat-has an arm 94, by rod 95, connected with lever 96, attached to thermostat 60. As the action of thermostat 92 is slower, both in heating up and cooling, than that of thermostat 60, rod 95 is provided with slot 95a, which allows free movement of thermostat 60, at the start of heating up and of cooling, but which provides the desirable retarding eiect of thermostat 92, as the engine either warms or cools.

Describing theA action of the manifold by-pass shown in Fig. 4, I connect the thermostat 60, directly with the arm 55, so that expansion of the thermostat tends to open the choke and contraction of the thermostat closes it. Diaphragm 63 is connected with arm 62, which rotates freely on the hub of the thermostat 60, and has a stop 14, so that action ofthe vacuum on diaphragm B3 tends to unchoke the carburetor. .The exhaust gases from the engine enter heater manifold |31 through port |31a and exhaust through port |311,

ing of the choke-l in this conI `tion.

valve |29 is open, go directly out ofl port |31b. Valve |29, which is fastenedv to studl |30, tends to open by spring |34, attached to an arm on lever 13|, but is held from opening'by collar |32,

on rod |33, when the engine is stopped, when spring 11, holds arm 62, in the position shown.

When held shut in this position, with the maniwhen the manifold is hot. Thus the degree of heating by exhaust gases is controlled by the 'exhaust manifoldvtemperature and the intake manifold pressure.

Controlling by combination of engine pressure, intake manifold pressure and intake manifold temperature, is illustrated in Fig. 5, where diaphragm 63 isoperated by intake manifold pressure, diaphragm |09, by engine pressure, and thermostat |2| (temperature) controls the degree to which these diaphragms may control the choke. Stop |20, on rod 5, abuts against thermostat |2 when the latter is cold and prevents full open- Stop ||9 abuts against thermostat |2I, w en the latter is hot and prevents closure ofV the `choke under this condition. The degreeto which the temperature by thermostat |2I, controls the position of the n choke valve may be varied by providing stops |20 and 9, with a series of notches, coinciding with various positions of thermostat |2| as it heats up.

Control by combination of intake manifold pressure, exhaust manifold pressure and intake manifold temperature is illustrated in Fig. 7,

where diaphragm 63, is operated by intake manifold pressure, diaphragm 63a by exhaust manifold pressure, and the combinationof eiects of these pressures is transmitted to lever 62, through lever |2l, rod |25, lever |26, and rod |28, the action of thermostat 60, being the same as hereintofore described with relation to Fig. l.

Combinationof hand control and intake manifold pressure is illustrated in Fig. 8. Upon starting with a cold engine, vthe operator pulls dash button |42, thus yieldably moving lever |4|, and positioning arm 59, to the same position as it would be moved by a cold thermostat as described and mixture temperature controlling the action of the choke valve, throttle valve, an'd heater manifold valve, I not onlyprovide for a proper mixture for all operating conditions but eliminate a number of auxiliary features now necessary, (such as mechanism for acceleration duration fuel charge) in present carburetors, manual choke, thermostatlcally operated manifold heater valve, auxiliary starting devices.' etc. l

In Fig. 13, which corresponds to Fig. 1, a' piston 03 is substituted for the diaphragm 63 eilig. 1. 5 Otherwise similar parts are numbered with the :same numbers.

In Fig. 15 a piston Il is shown as the equivalent of the diaphragm 6I of Fig. 3, but otherwise the parts are numbered so as to correspond.

10 In Fig. 14 a piston 83 is shown as substituted for the diaphragm 63 of Fig. 4. Otherwise similar parts are numberedv with the same numbers.

lIn Figure 16 a piston 6l is shown as substituted for the diaphragm 63 of Figure 2. Otherwise inllar parts are numbered with the same num- 'I'his application is a continuation in part of my application, Serial No 1932. y

20 What I claim is:

l. Starting means for an internal combustion engine incorporated in a carburetor, comprising an air entrance, a chokevalve therein, a mixture outlet, a manually operated throttle valve' therein, a throttle stop adaptedto control the idling -speed o! said engine, Aengine temperature responsive means adapted to control the position oi said 4 stop whereby the idling speed of said engine is higher when the engine is cold than when the engine is hot, said engine temperature responsive means adapted when cold to close said choke valve, means responsive to the vacuum in the `mixturev outlet for opposing said temperature responsive means whereby the choke valve is opened immediately alter the engine starts, a throttle lever, a choke lever, a one-way connection between said lever whereby l` the opening l movement of the throttle opens the choke valve.

2. Starting means for an internal combustion engine incorporated in a carburetor, comprising y an -air entrance, a choke valve therein, a mixture outlet. a manually operated throttle valve therein, a throttle stop adapted to control the idling speed of said engine, a connection between the choke valveand the throttle valve whereby the position o1' the choke valve determines the idlingk position of the throttle valve, engine temperature responsive means adapted when cold to close said choke valve after the throttle valve has moved out of contact with the throttle, stop, means responsive to the vacuum in the mixture outlet; adapted under the influence oi the suction in the mixture outlet to open said choke valve in opposition to said temperature responwe means whereby the choke valve is opened inmediately after the engine starts, a one-way connection between the lthrottle valve and choke valve whereby the last opening movementfoi the throttle valve opens the choke valve.

u 3. Starting means for an internal combustion engine incorporated in a carburetor, comprising an air entrance, a choke valve therein, a mixture outlet, a manually operated throttle valve therein, a connection between the choke valve sive means adapted when 600,038. led March 19,

` responsive means adapted 'tion of said stop whereby aovaera and* the throttle valve whereby the position oi' thechoke valve determines the idling position of the throttle valve, engine temperature responcold to close said choke valve, means responsive to the vacuum in the mixture outlet adapted under the iniluence o! the suction in the mixture outlet to open said choke valve in opposition to said temperature responsive means whereby the choke valve is opened immediately after thev engine starts, a one-way connection between the throttle valve and choke valve whereby the last opening movement of the throttle' valve opens the choke valve.

4. Starting means for an internal combustion engine incorporated in' a carburetor, comprising an air entrance, achoke valve therein, a mixture outlet, a manually operated throttle valve therein, a throttle stop adapted to control the idling speed of said engine. engine temperature to control the posi,-

engine is higher when theengine is cold than the idling speed of said when the engine is hot, engine temperature responsive means adapted when cold to' close said choke valve, means responsive to the vacuum in the mixture outlet for opposing said'temperatureI responsive means whereby the choke valve is opened immediately after the engine-starts. a one-way connection between the throttle valve and the choke valve whereby thelast portion of the opening movement of the throttle valve opens the choke valve.

5. Starting means for an internal combustion engine as set forth in claim 4 in which there is a connection from the vacuum responsive lmeans to the throttle stop 'adapted to move it in the direction of the closed throttle position as the vacuum increases after the engine res.

6. Starting means for an internal combustion engine as set forth in claim 4 in which there is a one-way connection from the vacuum responsive means to the throttle stop to mov it in the direction oi' the closed throttle position as the vacuum increases after the engine fires.

'1. In an intern l combustion engine an inlet passage, a`heatin jacket therefor, a carburetor connected thereto having an air entrance, a choke valve therein, a mixture outlet, a throttle valve therein, thermostatic means mounted adjacent to the said jacket, means interconnecting said thermostat with said throttle and with said choke so as to prevent the closure of the throttle when cold and to close the choke'and to open the choke when hot and `to permit the closure of the throttle, means operated by the vacuum in said passage coupled with 'said thermostat and adapted to assist the thermostat when hot and to oppose the operation of the thermostat when cold. M

WARREN F. STANTON. 

